Orbital engine

ABSTRACT

The present disclosure includes an engine having a torodial piston chamber, at least one piston positioned in the torodial piston chamber, and at least one engine valve positioned to interact with the torodial piston chamber.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 60/839,798, filed Aug. 24, 2007, titled “ORBITALENGINE”, docket WRI-P002, the disclosure of which is expresslyincorporated by reference herein.

This application is related to U.S. patent application Ser. No.11/451,120, filed Jun. 12, 2006 and U.S. Pat. No. 7,059,294, thedisclosures of which are expressly incorporated herein by reference.

BACKGROUND AND SUMMARY

This invention generally relates to internal combustion engines. Morespecifically the present invention relates to internal combustionengines having an orbital piston movement in which the pistons move in atoroidal path.

In an exemplary embodiment of the present disclosure, an engine isprovided. The engine comprising: an engine block including a toroidalpiston chamber, at least a first piston disposed for orbital rotationwithin the piston chamber, the first piston having a piston ring, and atleast a first engine valve and a second engine valve. Each engine valvebeing rotatable to a first open position permitting the first piston topass thereby and a second closed position wherein the first piston maynot pass thereby. The first engine valve being positionable in a firstopening of the torodial piston chamber and the second engine valve beingpositionable in a second opening of the torodial piston chamber. Theengine further comprising at least one intake conduit for allowing afuel mixture to be positioned within the piston chamber. The intakeconduit being located between the first engine valve and the secondengine valve. The engine further comprising at least one ignition membercapable to ignite the fuel mixture resulting in the combustion of thefuel mixture and the creation of combustion gases and at least oneexhaust conduit for allowing the combustion gases to exit the pistonchamber. As a first piston passes by the first engine valve, the firstengine valve moves to the second position forming an ignition chamberarea within the piston chamber behind the first piston and between thefirst piston and the first engine valve. The piston ring of the firstpiston extending across the first opening of the torodial piston chamberas the first piston passes by the first engine valve.

In another exemplary embodiment of the present disclosure, a method ofoperating an engine is provided. The method comprising the steps ofproviding an orbital engine having a plurality of pistons which orbitthrough a torodial piston chamber and a plurality of engine valves whichmove between an open position and a closed position forming ignitionchamber areas in the torodial piston chamber and exhaust chamber areasin the torodial piston chamber; controlling a plurality of injectorswhich provide fuel and air to the ignition chamber areas of the torodialpiston chamber; controlling a plurality of ignition members to ignite afuel mixture in the torodial piston chamber; and selecting between atleast two operating modes.

In a further exemplary embodiment of the present disclosure, a method offorming a torodial piston chamber for an engine is provided. The methodcomprising the steps of: making the torodial piston chamber having afirst cross-sectional area smaller than a desired final cross sectionalarea of the torodial piston chamber; and rotating a cutting tool throughthe torodial piston chamber to achieve a second cross-sectional areagenerally equal to the desired final cross sectional area.

In yet another exemplary embodiment of the present disclosure, an engineis provided. The engine comprising: an engine block including a toroidalpiston chamber; at least a first piston disposed for orbital rotationwithin the piston chamber; an output shaft coupled to the first pistonthrough a connecting member; and at least a first seal positionedbetween the torodial piston chamber and the output shaft and contactingthe connecting member. The first seal including a biasing member. Theengine further comprising at least a first engine valve and a secondengine valve. Each engine valve being rotatable to a first open positionpermitting the first piston to pass thereby and a second closed positionwherein the first piston may not pass thereby. The engine furthercomprising at least one intake conduit for allowing a fuel mixture to bepositioned within the piston chamber. The intake conduit being locatedbetween the first engine valve and the second engine valve. The enginefurther comprising at least one ignition member capable to ignite thefuel mixture resulting in the combustion of the fuel mixture and thecreation of combustion gases; and at least one exhaust conduit forallowing the combustion gases to exit the piston chamber. As a firstpiston passes by the first engine valve, the first engine valve moves tothe second closed position forming an ignition chamber area within thepiston chamber behind the first piston and between the first piston andthe first engine valve.

In still another exemplary embodiment of the present disclosure, amethod of operating an engine is provided. The method comprising thesteps of providing an orbital engine having a first piston which orbitthrough a torodial piston chamber and a first rotatable engine valvewhich moves between an open position wherein an opening of the firstrotatable engine valve aligns with the torodial piston chamber and aclosed position wherein a tab of the first rotatable engine valve alignswith the torodial piston chamber; aligning the opening of the firstrotatable engine valve with the torodial piston chamber; passing thefirst piston through the opening; and aligning the opening of the firstrotatable engine valve with an air inlet to provide pressurized air toan area of torodial piston chamber behind the first piston.

Features and advantages of the present invention will become apparent tothose of ordinary skill in the relevant art when the following detaileddescription of the illustrated embodiments is read in conjunction withthe appended drawings in which like reference numerals represent likecomponents throughout the several views.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description of the drawings particularly refers to theaccompanying figures in which:

FIG. 1 is a perspective view of an exemplary embodiment of an engine;

FIG. 2 is a perspective view of the engine of FIG. 1 with a coverexploded;

FIG. 3 is a perspective view of the engine of FIG. 1 illustrating alower engine block, a connecting disc supporting a plurality of pistons,and a plurality of engine valves;

FIG. 4 is a perspective view of the engine of FIG. 1 with a sectiontaken through two engine valves;

FIGS. 5A and 5B are an exploded, perspective view of the engine of FIG.1;

FIG. 6 is a section view of the engine of FIG. 1 illustrating coolingchannels of the engine;

FIG. 7 is a sectional view illustrating the cooling passages of theengine of FIG. 1;

FIG. 8 is a side, perspective view of the engine of FIG. 1, including afuel injector, an air injector, and an ignition member;

FIG. 9 is a top, perspective view of the engine of FIG. 1, illustratinga drive system coupling the engine valves to a main output shaft;

FIG. 10 is a detail view of a gear coupled to the main output shaft andan idler gear;

FIG. 11 illustrates a piston assembly and engine valve assembly of theengine of FIG. 1;

FIG. 12 illustrates a block insert of the engine of FIG. 1 illustratingcooling channels;

FIG. 13 is a top, perspective view of another exemplary orbital engineincluding a first block assembly, a second block assembly, and aplurality of modular engine valve assemblies;

FIG. 14 is a perspective view of the engine of FIG. 13;

FIG. 15 is a perspective view of the engine of FIG. 13;

FIG. 16 is an exploded assembly view of a modular engine valve assembly;

FIG. 17 is a sectional view of the modular engine valve assembly of FIG.15;

FIG. 18 is a bottom view of the engine of FIG. 13;

FIG. 19 is a sectional view of the engine of FIG. 13 along lines 19-19in FIG. 17;

FIG. 19A is a sectional view of an alternative embodiment of the engineof FIG. 13 including an impellar fan to provide pressurized air topiston chamber 206;

FIG. 20A is a bottom view of an upper block assembly of the engine ofFIG. 13;

FIG. 20B is a bottom view of an alternate upper block assembly havingthe engine valves angled in the opposite direction;

FIG. 21 is a sectional view of the upper block assembly of FIG. 20 alonglines 21-21 in FIG. 20;

FIG. 22A is a top view of a lower block assembly, connecting disc, andpistons of the engine of FIG. 13;

FIG. 22B is a top view of an alternate lower block assembly having theengine valves angled in the opposite direction;

FIGS. 23A-C are an exploded view of components of the engine of FIG. 13;

FIG. 24A is an exploded piston assembly;

FIG. 24B is an unexploded view of the piston assembly of FIG. 24A

FIG. 25 is a perspective view of a piston base member;

FIG. 26 is a top view of a connecting disc supporting a plurality ofpiston assemblies;

FIG. 27 is a perspective view of another embodiment of the connectingdisc including a removable tab;

FIG. 28 is a representative view of the interaction of an engine valveof the engine of FIG. 13, a piston chamber, and an air supply line;

FIG. 29 is a bottom, perspective view of a block member of the engine ofFIG. 13;

FIG. 30 illustrates an exemplary seal;

FIG. 31 illustrates another exemplary seal; and

FIG. 32 illustrates a power generation assembly of the engine of FIG.13.

The drawings are proportional unless otherwise indicated.

DETAILED DESCRIPTION OF THE DRAWINGS

Referring now to the drawings, FIGS. 1-12 show an illustrated embodimentof an orbital engine 10 of the present invention. The engine 10 includesfirst and second engine block assemblies 12 and 14 and a cover plate 16.Illustratively, the blocks 12 and 14 and cover plate 16 are made fromaluminum. Each block half 12 and 14 is illustratively a two-piecedesign. As best shown in FIGS. 5 and 6, block half 12 includes a firstblock 18 and a block insert 20. Second block half 14 includes a secondblock 22 and a block insert 24. Although the engine 10 illustrativelyincludes an engine block formed in two halves 12, 14, more or fewersections (halves, thirds, quarters, etc.) may be used depending on themethods of manufacturing or the manufacturer's desires. For example, fora smaller engine, two halves should be suitable, while for a largerengine, the engine block may need to be formed from many sections.

Block inserts 20 and 24 include notches 34 which are configured to bealigned with projections 36 formed on blocks 18 and 22, respectively.The first and second blocks 18 and 22 cooperate to define a pistonchamber 26 therebetween as best shown in FIG. 6. First and second blocks18 and 22 illustratively include arcuate surfaces 28A, 28B,respectively, which cooperate to define the piston chamber 26 when theblocks 18 and 22 are coupled together as show in FIG. 6. In other words,block halves 12, 14 are bolted together to form an engine block whichdefines a toroid shaped piston chamber 26. Pistons 46 travel in acircular or orbital manner through and around piston chamber 26.

Blocks 18 and 22 further include cooling channels 30A, 30B locatedadjacent the arcuate surfaces 28A, 28B, respectively, which define thepiston chamber 26 as best shown in FIGS. 5, 6, and 12. Cooling channels30A, 30B of blocks 18 and 22, respectively, cooperate with coolingchannels 32A, 32B formed in block inserts 20 and 24, respectively.Cooling channels 32A, 32B are best shown in FIGS. 5, 6 and 23. Coolingchannels are therefore defined on opposite sides of the piston chamber26 by channels 30A and 32A and channels 30B and 32B, respectively.Liquid or air is circulated in the cooling channels to cool engine 10.

Engine 10 can be air-cooled, dissipative-cooled, or liquid-cooled.Various known and conventional cooling systems (not shown) can beapplied to engine 10 by those of ordinary skill in the art without undueexperimentation. An exemplary dissipative-cooled system can compriseheat sinks or vanes to pull heat from the various components of engine10. An exemplary liquid-cooled system can comprise liquid circulatorypipes or ducts much like the liquid cooling systems of conventionalinternal combustion engines.

An exemplary air-cooled system can comprise directional vanes fordirecting cooling air towards the various components of engine 10. Anexample is shown in FIG. 19A for the engine 200 shown in FIG. 13.Referring to FIG. 19A an impellar fan 380 is coupled to engine 200.Impellar fan 380 is connected to one of connecting disc 334 or outputshaft 121 through a gear system 381. Gear system 381 connects impellarfan 380 to one of connecting disc 334 and output shaft 121 and multiplesthe rotation rate of the one of connecting disc 334 and output shaft 121such that impellar fan 380 has a higher rate of rotation. In oneembodiment, a ring gear is supported by output shaft 121. Impellar fan380 rotates with connecting disc 334 and directs air 382 toward and intofluid conduits 384 in block member 233. In one embodiment, the airpressure in conduits 384 is about 30 pound per square inch (psi). In oneembodiment, a check valve is provided in fluid conduits 384 to permitthe flow of fluid into piston chamber 206, but not out of piston chamber206. The embodiment shown in FIG. 19A may be used in any size engine,but may be well suited for small applications wherein a liquid coolantis not practical, such as a weed eater.

In one embodiment, the number of pistons 208 is increased. A firstsubset of the pistons 208 operates as discussed herein to rotateconnecting disc 334 and expel exhaust gas. A second subset of thepistons 208 operates to compress a charge of air introduced into thepiston chamber 206 or a second piston chamber. The compressed air isthen recycled back to be used by one of the pistons 208 in the firstsubset for combustion. In one embodiment, the compressed air is passedthrough a chamber outside of piston chamber 206 and reintroduced intopiston chamber 206. In one embodiment, the compressed air is compressedin a second separate piston chamber (the second set of pistons arecarried by a separate connecting disc) and initially introduced intopiston chamber 206 to be combusted by one of the first subset of pistons208.

Returning to engine 10, block cover 16 illustratively covers a beltdrive system 38 best shown in FIGS. 9 and 10 and discussed in moredetail below. Cover 16 also provides a solid foundation for anotherengine module 10 to be mounted in an embodiment in which multiple enginemodules 10 are stacked together as discussed in detail in U.S. patentapplication Ser. No. 11/451,120, filed Jun. 12, 2006 and U.S. Pat. No.7,059,294, the disclosures of which are expressly incorporated herein byreference. The multiple engine modules 10 may be connected serially to acommon crankshaft or output shaft 121 to create a single engine withmore power. Any desired number of engine units 10 may be connectedtogether to create engines of more or less power.

A connecting disc 40 for coupling pistons 46 to an output shaft 121 ismade from anodized aluminum. Disc 40 includes a plate 42 having mountingportions 44 for a plurality of pistons 46. Connecting disc 40 furtherincludes a center mounting portion 48 for connecting to an output shaft121 to transmit power from the engine 10 to another device. Connectingdisc flanges 50 are coupled to opposite sides of connecting disc 40.Illustratively, flanges 50 are steel parts made by Grob, Inc. Flanges 50have internal splines which match up with the output shaft 121 thatextends through the center of the engine 10 and outward axially. Theflanges 50 are illustratively bolted to the connecting disc 40. As shownin FIG. 5, two identical flanges 50 are coupled to opposite sides of thedisc 40. Flanges 50 extend into central bearing portions 52A and 52B ofblocks 18 and 22, respectively. The output shaft 121 is illustratively asteel shaft which connects the disc 40 and flanges 52 to an externaldevice.

The blocks 18 and 20 also include housing portions 60A and 60B whichdefine housings for receiving four identical chambering discs or valves62. The chambering valves 62 are illustratively formed from a steelplate. In one embodiment, the chambering valves are made of magnesium. Asteel bushing 64 is illustratively mounted to one side of eachchambering valve 62 to provide more contact area for a splined shaft 66which extends through the chambering valve 62. It is understood thatcomponents 62, 64 and 66 may be made as one piece, if desired. Thechambering valves 62 each have notches or openings 68 and 70 formed onopposite sides to permit the pistons 46 to pass through the valves 62.It is understood that a single opening may be provided in chamberingvalves 62, if desired.

Chambering valves 62 are mechanically connected to the output shaft 121by the belt drive assembly 38 or an equivalent mechanism such that thechambering valves 62 rotate in a coordinated manner with output shaft121 as discussed below. Those of ordinary skill in the art may designthe appropriate mechanical and gearing linkages, or other types oflinkages, between the output shaft 121 and chambering valves 62 suchthat notches 68, 70 rotate through piston chamber 26 as a piston 46approaches and passes by chambering valve 62 within piston chamber 26.

The pistons 46 are illustratively coupled to mounting flanges 44 ofconnecting disc 42 by two roll pins. Pistons 46 are illustrativelyformed from aluminum. Piston 46 illustratively includes two faces whichare mounted to a piston body with roll pins. The piston ring assembliesis made from a carbon/graphite composite material and has three ringcontact areas. The center contact area is located radially outwardfurther since it has an arch further from the inside edge of the piston.Details of the pistons 46 are best shown in FIG. 11. The piston ringassembly 45 maintains at least two contact areas 47 (illustrativelythree contact areas separated by lower regions 49) in contact with thesurface of the piston chamber as the piston 46 rotates over a gap in thepiston chamber corresponding to the location of the chambering valve.

The illustrated embodiment includes four pistons 46 and four chamberingvalves 62. It is understood that in an alternative embodiment, multiplechambering valves 62 may be provided per piston 46. In anotheralternative embodiment, multiple pistons 46 may be provided perchambering valve 62. Further, in a multiple module configuration, eachmodule can have one or more pistons 46 and one or more chambering valves62, as long as the piston locations are staggered to create a balancedforce. Likewise, depending on size, weight and other factors, a singlepiston 46, single chambering valve 62 engine may be used.

Seals are provided to seal the connecting disc 42 to the first andsecond blocks 18 and 22. A first seal located between the connectingdisc 42 and block 18 is illustratively a carbon/graphite seal. This sealhelps keep the connecting disc 42 straight as well as provide asecondary sealing area for any outer seal blow by. A second seal locatedbetween the connecting disc 42 and block 22 is illustratively a largecarbon/graphite seal. This seal has two sealing contact rings and hasnotches to receive the chambering disc seal. There are two chamberingcarbon/graphite seals per chambering disc 42. Seals have a center holefor bearing and seal locations. Additionally there is a hole with a slotthat allows the piston to pass through.

Blocks 18 and 22 are each formed to include first and second coolantopenings 80 and 82. Illustratively, four such openings 80, 82 areprovided on each block 18, 22. Block inserts 20 and 24 also each includefour sets of coolant openings 84 and 86 aligned with coolant openings 80and 82 and blocks 18 and 22, respectively. In other illustratedembodiments, fewer coolant openings may be provided to circulate coolantwithin the engine 10. Coolant is illustratively circulated usingconventional pumps and cooled using conventional radiators or other heattransfer mechanisms.

As shown in FIG. 3, the chambering valves 62 are located in slots 90formed in housings 60A of block 18. Valve drive shafts 92 extendgenerally perpendicularly to shafts 66 of chambering valves 62. Valvedrive shafts 92 have a gear portion 94. Gear portion 94 is preferably abevel gear which meshes with a bevel gear 65 on shaft 66. Drive shafts92 illustratively extend through apertures 96 formed in second block 22as best shown in FIG. 2.

A belt drive system 38 best shown in FIGS. 9 and 10 is used to rotatethe shafts 92 which in turn rotate the chambering valves 62 within thehousings 60A and 60B. As shown in FIGS. 9 and 10, gears 98 are coupledto each of the shafts 92. A central gear 100 is located on the mainoutput shaft 121. An idler wheel 102 is also provided. A drive belt 105having a plurality of teeth engages gears 98, 102. Location of idlerwheel 102 is adjustable by a plate 104 having a first end pivotablycoupled to the block insert 24 by fastener 106. As opposite of end plate104 includes a slot 108 which receives a fastener 109. Therefore, theplate 104 may be pivoted about fastener 106 to adjust the tension ofbelt 105 using idler wheel 102. Cover 16 is located over the belt drivesystem 38. It is understood that any suitable gear drive or belt drivesystem may be used to rotate the chambering disc 62 as long the systemprovides accurate and reliable timing.

Various components are provided with locating pin holes. This makesinitial timing of the connecting disc 40 with the chambering valves 62easier and more accurate. It is understood that housings 60A, 60Bincluding the seals, gearing, and the like may be separate pieces boltedon to the remainder of the blocks 18, 22. Such separate pieces mayfacilitate assembly and repair of the engine 10.

FIG. 8 illustrates an air injector 110 coupled to an inlet port formedin the second block 22. A spark plug 112 and a fuel injector 114 arecoupled to respective ports formed in first block 18. Air injector 110,spark plug 112 and fuel injector 114 are in communication with thepiston chamber 26. It is understood that the positions of the fuelinjector 114 and air injector 110 can be reversed. In an illustratedembodiment, a direct fuel injector is used to inject fuel and a standardfuel injector is used to inject air. In addition, a single injector forfuel and air may be used to deliver an air/fuel mixture directly intothe piston chamber 26.

An air injector 110, spark plug 112 and fuel injector 114 set isprovided adjacent each chambering valve. Therefore, in the illustratedembodiment, four such sets are provided.

The air/fuel mixture is illustratively injected into ignition chamberarea of the piston chamber 26 by air injector 110 and fuel injector 114.The air/fuel injection system is timed or connected with the rotation ofthe output shaft 121 and/or chambering valves 62 by mechanical,electrical, electronic, or optical means, or the equivalent.

Block 18 is formed to include exhaust ports 116 adjacent each chamberingvalve 62 as shown in FIGS. 1-3 and 8. Exhaust gases emitted from exhaustports 116 is preferably directed through an exhaust system (not shown)to the atmosphere or to an exhaust remediation system. Conventionalexhaust components such as catalytic converters and mufflers can beincorporated as desired or necessary.

The volume of the piston chamber 26 located between a closed chamberingvalve 62 and a rear side of a piston 46 is illustratively an ignitionchamber area, which incorporates the intake ports 111, 115, 113 ofinjectors 110, 114 and the spark plug 112, respectively. At the moment(or slightly after) the chambering valves 62 rotate to close off pistonchamber 26, the spark plug 112 causes the air/fuel injected into pistonchamber 26 by injectors 110, 114 to explode (burn) in ignition chamberarea causing a rapid expansion of the combustion gases, as inconventional internal combustion engines, imparting power to pistons 46.This forces pistons 46 to continue traveling in the same direction ofrotation, which in turn is transmitted via connecting disc 40 to theoutput shaft 121. Chambering valves 62 still are closing off pistonchamber 26 during this step.

As the pistons 46 continue their powered travel through piston chamber26, exhaust gases from a preceding combustion ahead of them are forcedfrom the piston chamber out of exhaust ports 116. Chambering valves 62still are closing off piston chamber 26 during this step. The volume ofthe piston chamber 26 located between the closed chambering valve 62 andthe front side of a piston 46 is illustratively an exhaustion chamberarea, which incorporates an exhaust port 116. As pistons 46 move closerto chambering valves 62 (that is, each piston 46 is moving closer to thenext sequential chambering valve 62), a notch 68 or 70 of chamberingvalve 62 rotates into piston chamber 26 allowing pistons 46 to passthrough notch 68 or 70.

During assembly of the connecting disc 40 assembly, the connecting discflanges 50 are mounted to the connecting disc plate 42 with six screws.Next, the piston bodies are mounted to the connecting disc mounting tabs44 with two roll pins each. One piston face is mounted to the pistonbody, or alternatively, it can be mounted just prior to mounting thebody to the connecting disc. A piston ring seal is then positioned ontothe piston body. The opposite piston face is then installed.

The chambering valve assembly is illustratively constructed as follows:Start by installing the bevel gears onto the horizontal and verticalsplined shafts 66, 92 with roll pins. Press a small bearing onto thehorizontal shaft end, and medium bearings onto the vertical shaft,separated with a spacer. Press the vertical shaft assembly into theblock. Press oil seal into chambering valve seal nearest the smallbearing. Insert the bevel gear on the horizontal shaft into the oilseal. Slide the chambering valve 62 into place, with the flange awayfrom the miter gear. Put the opposite chambering disc seal on and thenpress a medium bearing onto the end of the horizontal splined shaft.

Engine block assembly is illustratively constructed as follows: Pressthe large bearings into the block and block insert locations. Installthe connecting disc seals into the block 22. Next, take the chamberingvalve assemblies and slide them onto the connecting disc at the sametime. Then lower the entire rotating assembly into the block 22,ensuring the center shaft presses into the large (flange) bearing. Oncethe block 22 is ready, stand it on an edge, along with the block 18.Install the block seals into the block 18, being careful to not let themfall out. Slide the two block halves 18, 22 together. Bolt the twohalves together. Install the spark plugs 112 and injectors 110, 114.

An Electromotive TEC3r programmable fuel injector and ignition controlmodule 111 is illustratively used to control injectors 110, 114 andspark plugs 112. The module 111 independently controls both the fuel andair injectors 114, 110, as well as the spark plugs 112.

The engine may be operated in multiple modes depending on requiredpower. In a High power mode, all pistons are fired simultaneously ateach chamber location. The illustrated embodiment has four pistons 46and four chamber areas. Therefore, in this illustrated embodiment, thereare up to sixteen ignitions per revolution of the connecting disc 40.

In a Moderate power mode all pistons are illustratively fired at everyother piston chamber location. In a Light power mode, alternate pistons46 are illustratively fired at alternate piston chamber locations. In anIdle mode, two pistons 46 are illustratively fired every otherrevolution.

It is understood that there are many variations of power outputcombinations. When a piston does not fire at every chamber location, itcould skip any number of chambers. For example, in an illustratedembodiment, a piston 46 may be fired at 90°, 180°, 270°, 360°, 450°,etc. The fuel and air injectors 114, 110 may have the possibility offiring multiple times per combustion cycle. For example, if there ismore time/piston travel available, a second dose of fuel air could beinjected as the initial combustion is diminishing to revitalize thecombustion.

For production, a cutting tool that fits where the piston 46 is locatedis preferred. This cutter is coupled to a drive mechanism; eithermechanical or hydraulic that rotates cutting tips where the piston ringswould be located. Then, during casting of the engine block or machiningof the engine block, the piston chamber is slightly smaller in diameterthan desired. The engine would be assembled with the cutting/finishing‘pistons’. These cutting/finishing ‘pistons’ would complete the finalboring/honing of the ‘cylinder’ area of the piston chamber. In oneembodiment, a power source includes a connection to the cutting tools ofcutting/finishing ‘pistons’ through a bore in the connecting disc. Oncethe final boring is completed. The block members would be disassembledand cleaned. The block members would then be assembled again along withworking pistons 46 positioned in the piston chamber.

This engine 10 has increased horsepower and torque. The torque increaseis a result of a longer torque arm. This engine can turn at higherrevolutions per minute without detrimental changes of direction of thepistons, and therefore is less self-destructing. There is noreciprocating mass and the valve train is not restricted by therevolutions per minute of the engine. This engine also has a decreasedlevel of complexity when compared to current engines, has fewer movingparts, and easier maintenance. This engine further has less internalfriction and, as a result, can utilize needle, roller, or ball bearingsrather than plain bearings found in conventional engines.

This engine has a higher power to weight ratio, meaning it can besmaller and have a decreased weight for the amount of power generated.The structure of this engine can be less rigid and use less material. Asa result, this engine can be scaled up or down in size for use in avariety of devices, from small-sized gardening equipment such as weedtrimmers and lawn mowers, to medium-sized engines such as motorcycleengines and electrical generators, to large-size automotive engines, toeven larger-sized locomotive, ship, and power plant engines.

Further, this engine is modular in design in that several engine unitscan be stacked together to create a multi-unit design, analogous tomulti-cylinder conventional engines. This modular design makes it easierto add performance by simply adding additional units, decreases the costof manufacturing as each unit can be identical, and makes it easiermaintain as individual units can be replaced upon malfunction.

Referring to FIGS. 13-31, another exemplary embodiment of an orbitalengine 200 is shown. Engine 200 may operate in the same manner as engine10 and/or as disclosed in U.S. patent application Ser. No. 11/451,120,filed Jun. 12, 2006 and U.S. Pat. No. 7,059,294, the disclosures ofwhich are expressly incorporated herein by reference.

Engine 200 includes an first block assembly 202 and a second blockassembly 204. As described herein first block assembly 202 and secondblock assembly 204 cooperate to define a piston chamber 206 (see FIG.19) through which a plurality of pistons 208 (see FIG. 19) move. Engine200 further includes a plurality of modular engine valve assemblies 210.Each of the modular engine valve assemblies 210 support an engine valve212 (see FIG. 16) which cooperates with piston chamber 206 and pluralityof pistons 208 to form one or more ignition chamber areas and exhaustchambers. Illustratively, four modular engine valve assemblies 210 areshown. In one embodiment of engine 200, at least one engine valve 212are provided for one or more of plurality of pistons 208. In oneembodiment of engine 200, at least one plurality of pistons 208 areprovided for one or more of engine valve 212. In one embodiment, anequal number of pistons 208 and engine valves 212 are provided. In oneembodiment, a greater number of pistons 208 are provided than enginevalves 212. In one embodiment, a greater number of engine valves 212 areprovided than pistons 208.

Modular engine valve assemblies 210 each support a fuel injector 216 andan ignition member 218. The modular engine valve assemblies 210 and oneor both of first block assembly 202 and second block assembly 204cooperate to bring fuel injector 216 and ignition member 218 intocommunication with piston chamber 206. One of first block assembly 202and second block assembly 204 includes an air inlet 220 (block member232 of block assembly 202) through which pressurized air is introducedinto piston chamber 206. One of first block assembly 202 and secondblock assembly 204 includes an exhaust outlet 222 (illustratively blockmember 233 of block assembly 204) through which exhaust gases areremoved from piston chamber 206. Although various components of firstblock assembly 202, second block assembly 204, and the plurality ofmodular engine valve assemblies 210 are shown including fuel injector216, ignition member 218, air inlet 220, and exhaust outlet 222, anyarrangement is permissible as long as fuel and air are provided betweenplurality of pistons 208 and valves 212 to be combusted.

In one embodiment, first block assembly 202 and second block assembly204 are each divided into four quadrants. In this embodiment, the enginevalve assemblies 210 are formed integral with the first block assembly202 and the second block assembly 204, such as engine 10.

First block assembly 202 includes a first block member 230 and a secondblock member 232. Second block member 232 includes a surface 234 (seeFIG. 19) which forms a portion of piston chamber 206. Surface 234 is agenerally semicircular shape and forms a torodial recess about alongitudinal axis 236 of engine 200. Block member 233 includes a surface305 (see FIG. 19) which also forms a portion of piston chamber 206.Surface 305 is a generally semicircular shape and forms a torodialrecess about a longitudinal axis 236 of engine 200. Pistons 208 rotatethrough piston chamber 206.

First block member 230 further includes a plurality of recesses 238.Second block member 232 also includes a plurality of recesses 240.Recesses 238 and recesses 240 cooperate to form cooling channels 242through which a fluid is passed to remove heat from piston chamber 206.Exemplary fluids include air and liquid. First block member 230 includesa fluid inlet 244 (see FIG. 13) and a fluid outlet 246 (see FIG. 13)through which a cooling fluid is introduced to cooling channels 242 andis removed from cooling channels 242, respectively.

Referring to FIG. 23A, four instances of plurality of recesses 238 areshown. A corresponding number of plurality of recesses 240 are providedin second block member 232. A corresponding seal 250 is provided foreach pair of plurality of recesses 238 and plurality of recesses 240.Seal 250 is illustratively an o-ring. Seals 250 are received in grooves307 in respective block members 230 and 235 (illustrated for blockmember 230 in FIG. 29 and shown in FIG. 19)

Referring to FIG. 16, one of the modular engine valve assemblies 210 isshown. Plurality of modular engine valve assemblies 210 includes a firstbase member 250 and a second base member 252. First block member 250includes a recess 251 for receiving engine valve 212. First block member250 further includes a first bore 254 sized to receive a engine valvesupport assembly 256 and a second bore 258 sized to receive a valve todrive system coupling assembly 260.

Engine valve support assembly 256 includes a first bearing 262, a firstgear 264, a seal 266, engine valve 212, a bushing 268, a shaft 270, asecond bearing 272, and a plurality of couplers 274. Bushing 268 iscoupled to engine valve 212 through plurality of couplers 274. Bushing268 is coupled to shaft 270 so that engine valve 212 rotates with shaft270. In one embodiment, bushing 268 and shaft 270 have interlockingspline features. In one embodiment, shaft 270 and valve 212 are a singlecomponent. Seal 266 is positioned adjacent engine valve 212 on theopposite side of bushing 268. First gear 264 is positioned adjacent seal266 and is supported by shaft 270. First gear 264 is coupled to shaft270 so that shaft 270 rotates with first gear 264. First bearing 262 andsecond bearing 272 support opposite ends of shaft 270.

Referring to FIG. 17, first bearing 262 s received adjacent surface 276of first bore 254 and second bearing 272 is received adjacent a surface278 of a bore 277 in second base member 252 when first base member 250and second base member 252 are assembled together through couplers 253.

Referring back to FIG. 16, drive system coupling assembly 260 includes asecond gear 280, a first bearing 282, a second bearing 284, a retainer286, a shaft 288, and a drive gear 290. Second gear 280 is coupled toshaft 288 so that second gear 280 rotates with shaft 288. Drive gear 290is coupled to shaft 288 so that gear 290 rotates with shaft 288. Firstbearing 282 and second bearing support opposite ends of shaft 288.

Referring to FIG. 17, first bearing 262 is received adjacent surface 294of second bore 258 and second bearing 272 is received adjacent a surface296 of second bore 258. Second gear 280 is received in region 292 ofsecond bore 258. Second gear 280 includes teeth which first gear 264.Second gear 280 is maintained in engagement with first gear 264 byretaining shaft 288 in second bore 258 through retainer 286. Retainer286 is received in a groove 298 of second bore 258.

A rotation of drive gear 290 is transferred to second gear 280 throughshaft 288. Second gear 280 transfers the rotation to first gear 264. Therotation of first gear 264 is transferred to engine valve 212 throughshaft 270. Drive gear 290 is coupled to an output shaft 121 positionedalong longitudinal axis 236. In one embodiment, drive system 38 of FIG.9 is used to couple drive gear 290 to the main output shaft 121. Thedrive system 38 is mounted to a surface 297 of block member 230.

Surface 297 of block member 230 may serve as a mounting location fordrive system 38, a mounting location for another instance of engine 200,or the mounting of an accessory drive. Exemplary accessory drivesinclude power steering system, an alternator, a fuel pump, and an airconditioner system.

Each of the modular valve assemblies 210 is assembled to upper blockassembly 202 and lower block assembly 204 through couplers 299. As shownin FIGS. 20A and 22A, respective slots 300 and 302 of second blockmember 232 and block member 233 are angled at an angle 303 relative to aradial normal 304 of piston chamber 206. Pistons 208 travel in direction207 through piston chamber 206. In one embodiment, slots 300 and 302 areangled at about 12 degrees from radial normal 304. By angling slots 300and 302 individual piston rings 318, 320, and 322 may be used in placeof the single piston rib of engine 10. The angling makes sure that eachof piston rings 318, 320, and 322 are not aligned with slots 300 and302. In one embodiment, an angling of slots 300 and 302 of from about 5degrees up to about 12 degrees is used. In one embodiment, an angling ofslots 300 and 302 of from about 12 degrees up to about 30 degrees. Inone embodiment, angle 303 is 12.5 degrees. In one embodiment, angle 303is selected such that at least half of the piston ring remains incontact with wall of piston chamber 206 as the piston passes by slots300 and 302. Further, the smaller the angle 303 is the more uniform theair pressure is on valve 212. In one embodiment, piston rings 318, 320,and 322 are made from carbon graphite, the block is anodized with aTEFLON brand coating, and the valves 212 are made of magnesium.

Referring to FIGS. 20B and 22B, another embodiment is shown whereinslots 300 and 302 are angled the other direction about the respectiveradial normals. Corresponding changes in the shape of members 250 and252 and block assemblies 202 and 204 should be made. Pistons 208 stilltravel in the same direction 207.

In one embodiment, slots 300 and 302 are angled about radial normal 304either alone or in combination with angling relative to radial normal304. In one embodiment, slots 300 and 302 are generally aligned withradial normal 304 and piston rings 318, 320, and 322 are angled relativeto radial normal 304. The angling of piston rings 318, 320, and 322 maybe any of the ranges provided above for slots 300 and 302. In oneembodiment, both slots 300 and 302 and piston rings 318, 320, and 322are angled in opposite directions relative to radial normal 304.

Referring to FIGS. 24A and 25B, piston 208 includes a piston base member308, a first piston face 310, and a second piston face 312. Each offirst piston face 310 and second piston face 312 have recesses which arereceived on protrusions 314 and 316, respectively, and are securedthereto with roll pins. Each of piston base member 308, first pistonface 310, and second piston face 312 include a circumferential slot 324,326, and 328, respectively, which receives a respective one of pistonrings 318, 320, and 322. In one embodiment, piston base 308, piston face310, and piston face 312 are combined into a single integral component.

In one embodiment, the end of piston face 310 and the end of piston face312 are parallel to a radial normal line 304 of engine 200 as shown inFIG. 26. In one embodiment, the end of piston face 310 and piston face312 is other than parallel to a radial normal line 304 of engine 200.

Referring to FIG. 25, piston base member 308 includes a recess 330 whichreceives a tab 332 (see FIG. 23B) on connecting disc 334. Piston basemember 308 is coupled to tab 332 through a pair of roll pins received inapertures 336. In one embodiment, shown in FIG. 27, a removable tab 338is coupled to connecting disc 334. Removable tab 338 is received in anopening 340 of connecting disc 334. Tab 338 may be secured to connectingdisc 334 by fasteners, shear pins, interlocking members, or any othersuitable means.

In one embodiment, tab 338 breaks away from connecting disc 334 ifengine 200 malfunctions and piston assembly 208 runs into valve 212. Bypermitting tab 338 to break away, connecting disc 334 is able tocontinue to spin with the main output shaft 121. This permits in amulti-module engine (having multiple instances of engine 200 mounted toa common output shaft 121) for the engine to continue to operate even ifone of the modules has malfunctioned. The malfunctioning module wouldsimply have a connecting disc 334 spinning with less than all of itspistons operating.

Referring to FIG. 19, piston chamber 206 is sealed along an outer edgethrough the contact of block members 232 and 233. Piston chamber 206along an inner edge includes a gap through which connecting disc 334extends. Piston chamber 206 may be sealed along this inner edge relativeto connecting disc 334 in multiple ways. As shown in FIG. 19, twoinstances of a first seal 352 are received in corresponding recesses 353of block members 232 and 233, respectively. Each of seals 352 includemultiple contact areas which contact connecting disc 334.Illustratively, each of seals 352 includes two contact areas whichcontact connecting disc 334. Seals 352 each include openings 358 whichreceive fasteners to secure seals 352 to the respective block members232 and 233.

Two instances of a second seal 354 in the same manner are received incorresponding recesses 355 of block members 232 and 233, respectively.Second seal 354 operates as a secondary seal. Each of seals 354 includemultiple contact areas which contact connecting disc 334.Illustratively, each of seals 354 includes two contact areas whichcontact connecting disc 334. Seals 354 each include openings 360 whichreceive fasteners to secure seals 354 to the respective block members232 and 233. In one embodiment, connecting disc 334 carries one or bothof the two instances of seals 352 and 354 such that the seals rotatewith connecting disc 334.

By having spaced apart seals 352 and 354 the vibration of connectingdisc 334 may be reduced. Further, the spaced apart seals 352 and 354keep the connecting disc 334 flat and centered.

Referring to FIG. 30, a seal 360 is shown. Seal 360 is shown replacingseal 352 in recess 353. Seal 360 may also or in the alternative replaceseal 354. Seal 360 is able to accommodate different spacings betweenconnecting disc 334 and block members 232 and 233. This reduces thetolerance needed when machining block members 232 and 233, such as adepth of recess 353. Seal 360 is expandable to ensure contact with bothrecess 353 and connecting disc 334.

Seal 360 includes a first seal member 362 and a second seal member 364.Seal member 362 includes a plurality of contact areas 366 which contactconnecting disc 334. Illustratively three contact areas 366 are shown.Seal 360 further includes a downwardly extending leg portion 368. Legportion 368 contacts second seal member 364. The spacing between asurface 370 of first seal member 362 and a surface 372 of second sealmember 364 is biased by a biasing member 374. In one embodiment, biasingmember 374 is a spring. In one embodiment, biasing member 374 is a wavespring. Exemplary wave springs include Model No. CRR-0950-0.156available from Smalley Steel Rings located at 555 Oakwood Road, LakeZurich, Ill. 60047. Biasing member 374 maintains contact areas 366 offirst seal member 362 in contact with connecting disc 334. Thisautomatically adjusts seal 360 to account for machining irregularitiesand to make up for any wear.

Air from piston chamber 206 is blocked by seal 360. In order to passbetween connecting disc 334 and seal 360, the air has to pass betweeneach of the three contact areas 366 and connecting disc 334.Alternatively, the air has to travel down a wall of recess 353 and passbetween first seal member 362 and second seal member 364. Seal 360functions to prevent the flow of air in either direction resulting inmore pressure being used to urge piston 208 further along its orbitabout piston chamber 206. Seals 352 and 354 also function to prevent theflow of air in either direction resulting in more pressure being used tourge piston 208 further along its orbit about piston chamber 206.

Referring to FIG. 31, a knife edge seal 375 is formed between blockmember 233 and connecting disc 334. Knife edge seal 375, in oneembodiment, is located between recess 353 and piston chamber 206. Knifeedge seal 375 includes a plurality of protrusions 376 which reduce thegap between block member 233 and connecting disc 334. This in effectincreases the resistance of travel of air from piston chamber 206between connecting disc 334 and block member 233. Knife edge seal 375may be used in concert with one or more of seals 352, 354, and 360.

In one embodiment, connecting disc 334 includes a layer of a sealingcoating. The sealing coating may be applied by either dipping connectingdisc 334 into the coating material or spray applying the sealing coatinglayer. Exemplary sealing coatings include carbon graphite, ceramic, andother materials which will wear to an appropriate fit with minimalfriction. In one embodiment, the layer is about 0.005 of an inch toabout 0.010 of an inch thick.

Once block assemblies 202 and 204 are assembled with connecting disc 334assembled thereto, connecting disc 334 is rotated and the sealingcoating is worn to adjust to the shape of the gap between block members232 and 233. In one embodiment, the sealing coating on connecting disc334 is used in combination with any of seals 352, 354, 360, and 375.

Referring to FIG. 32, in one embodiment, either engine 10 or engine 200generates electrical power. Engine 200 is represented in FIG. 32. Aconductive wire 390 is wrapped around a base member 391. The conductivewire is positioned proximate to wall of the piston chamber 206. In oneembodiment, the wall of the piston chamber is made of an insulatingmaterial at least in the region corresponding to the location of theconductive wire 390.

The conductive wire 390 is connected to a power supply 392 through awire 394. Piston 208 carries a magnetic member 396, such as a permanentmagnet. In one embodiment, the magnetic member 396 is an insert in aside of piston 208 proximate to wire 390. As piston 208 with magnetmember 396 passes by the wound wire 390 an electrical field is inducedin wound wire 390. This causes a current to flow in wire 394 and theelectrical energy is stored in power supply 392. This power may be usedto operate various application devices. Exemplary application devicesinclude the ignition system. In one embodiment, the power generatedeliminates the need for a conventional alternator.

In operation, valve 212 rotates in direction 209 (FIG. 28). Valve 212includes a plurality of openings 211. As shown in FIG. 28, openings 211are sized to align valve 212 relative to piston chamber 206 in anon-interfering position. As opening 211 rotate in direction 209 tabs213 of valve 212 overlap piston chamber 206 forming a ignition chamberarea between a just passing piston 208 and tab 213 of valve 212 and anexhaust chamber between the next piston 208 and tab 213 of valve 212, asexplained in U.S. patent application Ser. No. 11/451,120, filed Jun. 12,2006 and U.S. Pat. No. 7,059,294, the disclosures of which are expresslyincorporated herein by reference.

Fuel is introduced into a ignition chamber area of piston chamber 206through a fuel inlet 402 and is supplied through a fuel injector 404. Inone embodiment, fuel injector 404 is replaced with a carburetor. In oneembodiment, fuel injector 404 is replaced with a throttle body. Air isintroduced into an ignition chamber area of piston chamber 206 throughan air inlet 220. In one embodiment, the air is provided through aninjector. In one embodiment, the air is provided through an impellar fan380. In one embodiment, air and fuel are injected together with aninjector. A spark to ignite the fuel and air mixture is provided throughinlet 406 (FIG. 22) with an ignition member 408. An exemplary ignitionmember is a sparkplug. The combustion gases are expelled from pistonchamber 206 through an exhaust outlet 222 (see FIG. 22).

In the illustrated embodiment in FIG. 28, air inlet 220 is eitherblocked by a tab 213 of valve 212 or unblocked when aligned with one ofopenings 211. The location of air inlet 220 relative to openings 211 invalve 212 and relative to piston chamber 206 is chosen such that airinlet is unblocked at least when tab 213 blocks piston chamber 206 priorto the ignition of the air with ignition member 408. In one embodiment,a separate opening is provided in valve 212 to control the provisionalof air to a ignition chamber area of piston chamber 206. In oneembodiment, the separate opening is inward of openings 211. In oneembodiment, wherein a throttle body or carburetor is used, valve 212controls the provision of air and fuel to a ignition chamber area ofpiston chamber.

In one embodiment, the air and fuel injected into piston chamber 206 isfirst introduced into the ignition chamber area. In one embodiment, atleast the air is introduced into the piston chamber 206 prior to beingintroduced into the ignition chamber area.

Engine 200 may be assembled in the following manner. Piston body members308 are coupled to tabs 332 (see FIG. 23B) of connecting disc 334. Inone embodiment, the piston body members are coupled to tabs 332 throughroll pins. Piston ring 318 is received by groove 324. Piston facemembers 310 and 312 are coupled to piston body member 308. In oneembodiment, piston face members 310 and 312 are coupled to piston bodymember 308 through roll pins. Seals 279 are coupled to connecting disc334 between pistons 208.

Engine valve assemblies 210 are assembled. Gear 264 is coupled to shaft270. In one embodiment, each of gear 264 and shaft 270 includeinterlocking spline features. In one embodiment, gear 264 is coupled toshaft 270 with a roll pin. Couple bushing 268 to valve 212 with couplers274. Position seal 266 on shaft 270 adjacent gear 264. Couple thecombination of bushing 268 and valve 212 to shaft 270. In oneembodiment, bushing 268 and shaft 270 include interlocking splinefeatures. Position bearing 292 onto shaft 270 and position the assemblyinto bore 254 in first base member 250. Position bearing 272 onto shaft270 and position the assembly in bore 277 of second base member 252.First base member 250 and second base member 252 are coupled together.In one embodiment, first base member 250 and second base member 252 arecoupled together through fasteners 253.

Turning to assembly 262 of engine valve assembly 210, bearings 282 and284 are assembled to shaft 288. Gear 280 is coupled to shaft 288. In oneembodiment, each of gear 280 and shaft 288 have interlocking splinefeatures. This assembly is positioned in bore 258 of first base member250 such that the teeth of gear 280 engage the teeth of gear 264. Theassembly is retained in bore 258 by coupling retainer 286 to first basemember 250. In one embodiment, retainer 286 is a clip retainer which isreceived in groove 298 of first base member 250. Finally, gear 290 iscoupled to shaft 288 such that shaft 288 rotates with gear 290.

Turning to FIG. 23B, flanges 221 are coupled to connecting disc 334. Inone embodiment, flanges 221 are connected to connecting disc 334 througha plurality of couplers. Referring to FIG. 23C, bearing 223, seal 352,and seal 354 are received in recesses 225, 353, and 355 of block member233, respectively. Seals 352 and 354 in one embodiment are coupled toblock member 233 with a plurality of fasteners. One of the flanges 221coupled to connecting disc 334 may then be received within bearing 233and positioned such that connecting disc 334 contacts seals 352 and 354.In the same manner, seals 352 and 354 and bearing 228 many be assembledto block member 232. Block member 232 may then receive the other offlanges 221 such that connecting disc 334 contacts the seals 352 and 354of block member 232.

Block member 232 is aligned with block member 233. As shown in FIG. 20A,block member 232 includes a plurality of locators 227 which are receivedby locators 226 on block member 233. In one embodiment, locators 227 arepins received in openings (locators 226). Block member 232 is coupled toblock member 233 through a plurality of fasteners, such as screws orbolts. Similar locators are used to align block member 230 and blockmember 232 and block member 235 with block member 233. Block member 230is coupled to block member 233 through a plurality of fasteners, such asscrews or bolts.

Turning to FIG. 23A, seals 250 are positioned in grooves on block member230 (see FIG. 29). Block member 232 is aligned with block member 230.Similar seals are positioned between block member 233 and block member235.

An output shaft 121 is coupled to flanges 221 of connecting disc 334. Inone embodiment, the output shaft 121 and the flanges have interlockingspline features. Also, the engine valve assemblies 210 are coupled tothe block assemblies 202 and 204. The drive system 38 is installed.Ignition members 408 are coupled to valve assemblies 210 along with fuelinjectors. An air supply and an exhaust system are also coupled to theone of the block assemblies or the valve assemblies.

By having engine valve assemblies 210 as a modular component, easilyremoved from block assemblies 202 and 204, repair or inspection of agiven valve 212 is greatly simplified. The respective engine valveassembly 210 is removed and the valve is repaired or inspected withoutthe need to disassemble the block assemblies 202 and 204.

The above detailed description of the illustrated embodiments, examples,and the appended figures are for illustrative purposes only and are notintended to limit the scope and spirit of the invention, and itsequivalents. One skilled in the art will recognize that many variationscan be made to the invention disclosed in this specification withoutdeparting from the scope and spirit of the invention.

1. An engine comprising: an engine block including a toroidal pistonchamber; at least a first piston disposed for orbital rotation withinthe piston chamber, the first piston having a piston ring; at least afirst engine valve and a second engine valve; each engine valve beingrotatable to a first open position permitting the first piston to passthereby and a second closed position wherein the first piston may notpass thereby, the first engine valve being positionable in a firstopening of the torodial piston chamber and the second engine valve beingpositionable in a second opening of the torodial piston chamber; atleast one intake conduit for allowing a fuel mixture to be positionedwithin the piston chamber, the intake conduit being located between thefirst engine valve and the second engine valve; at least one ignitionmember capable to ignite the fuel mixture resulting in the combustion ofthe fuel mixture and the creation of combustion gases; and at least oneexhaust conduit for allowing the combustion gases to exit the pistonchamber, wherein as a first piston passes by the first engine valve, thefirst engine valve moves to the second position forming an ignitionchamber area within the piston chamber behind the first piston andbetween the first piston and the first engine valve, the piston ring ofthe first piston extending across the first opening of the torodialpiston chamber as the first piston passes by the first engine valve. 2.The engine of claim 1, wherein the piston ring is angled relative to aradial line of the torodial piston chamber and the first opening of thetorodial piston chamber is in line relative to the radial line of thetorodial piston chamber.
 3. The engine of claim 1, wherein the pistonring is in line relative to a radial line of the torodial piston chamberand the first opening of the torodial piston chamber is angled relativeto the radial line of the torodial piston chamber.
 4. The engine ofclaim 3, wherein the first opening of the torodial piston chamber isangled relative to a radial line of the torodial piston chamber by anangle of up to about 12 degrees.
 5. The engine of claim 1, wherein thepiston ring is angled relative to a radial line of the torodial pistonchamber and the first opening of the torodial piston chamber is angledrelative to the radial line of the torodial piston chamber.
 6. Theengine of claim 1, wherein when the first engine valve moves to thesecond position an exhaust chamber area is formed in front of the firstpiston and between the first piston and the second engine valve.
 7. Theengine of claim 6, wherein the fuel and the air of the fuel mixture isfirst introduced into the piston chamber into the ignition chamber area,the ignition member ignites the fuel mixture, and the combustion gasesimpart power to the first piston, thus causing the first piston tocontinue the orbital rotation within the piston chamber and to forcecombustion gases from a previous ignition located in the exhaust chamberarea out of the piston chamber through the exhaust conduit prior to theopening of the second engine valve.
 8. The engine of claim 1, whereinthe at least one intake conduit is in a non-intersecting relationshipwith the first engine valve and the second engine valve.
 9. The engineof claim 1, wherein an air intake conduit is aligned with an opening inthe first valve member when air is provided to the ignition chamberarea, the opening also permitting the first piston to pass by the firstengine valve when the first engine valve is in the first position.
 10. Amethod of operating an engine, comprising the steps of: providing anorbital engine having a plurality of pistons which orbit through atorodial piston chamber and a plurality of engine valves which movebetween an open position and a closed position forming ignition chamberareas in the torodial piston chamber and exhaust chamber areas in thetorodial piston chamber; controlling a plurality of injectors whichprovide fuel and air to the ignition chamber areas of the torodialpiston chamber; controlling a plurality of ignition members to ignite afuel mixture in the torodial piston chamber; and selecting between atleast two operating modes.
 11. The method of claim 10, wherein in afirst operating mode a first piston of the plurality of pistons has afuel mixture combusted to propel it forward at each of the ignitionchamber areas in the torodial piston chamber.
 12. The method of claim10, wherein in a second operating mode a first piston of the pluralityof pistons has a fuel mixture combusted to propel it forward at everyother ignition chamber areas in the torodial piston chamber.
 13. Themethod of claim 10, wherein in a third operating mode every other pistonof the plurality of pistons has a fuel mixture combusted to propel itforward at every other ignition chamber areas in the torodial pistonchamber.
 14. The method of claim 10, wherein in a fourth operating modea first piston of the plurality of pistons has a fuel mixture combustedto propel it forward at every other revolution about the torodial pistonchamber.
 15. The method of claim 10, wherein the steps of controlling aplurality of injectors which provide fuel and air to the ignitionchamber areas of the torodial piston chamber; controlling a plurality ofignition members to ignite a fuel mixture in the torodial pistonchamber; and selecting between at least two operating modes areperformed by a control module operatively coupled to the plurality ofinjectors and the plurality of ignition members.
 16. The method of claim10, wherein in a fifth operating mode a first piston of the plurality ofpistons has multiple fuel mixtures combusted in series to propel itforward at a first ignition chamber area.
 17. A method of forming atorodial piston chamber for an engine, the method comprising the stepsof: making the torodial piston chamber having a first cross-sectionalarea smaller than a desired final cross sectional area of the torodialpiston chamber; and rotating a cutting tool through the torodial pistonchamber to achieve a second cross-sectional area generally equal to thedesired final cross sectional area.
 18. The method of claim 17, whereinat least a first complete revolution of the torodial piston chamber ismade by the cutting tool during the step of rotating a cutting toolthrough the torodial piston chamber.
 19. The method of claim 18, whereinthe cutting tool is powered by a power source through a channel in arotating connecting disc.
 20. An engine comprising: an engine blockincluding a toroidal piston chamber; at least a first piston disposedfor orbital rotation within the piston chamber; an output shaft coupledto the first piston through a connecting member; at least a first sealpositioned between the torodial piston chamber and the output shaft andcontacting the connecting member, the first seal including a biasingmember; at least a first engine valve and a second engine valve; eachengine valve being rotatable to a first open position permitting thefirst piston to pass thereby and a second closed position wherein thefirst piston may not pass thereby; at least one intake conduit forallowing a fuel mixture to be positioned within the piston chamber, theintake conduit being located between the first engine valve and thesecond engine valve; at least one ignition member capable to ignite thefuel mixture resulting in the combustion of the fuel mixture and thecreation of combustion gases; and at least one exhaust conduit forallowing the combustion gases to exit the piston chamber, wherein as afirst piston passes by the first engine valve, the first engine valvemoves to the second closed position forming an ignition chamber areawithin the piston chamber behind the first piston and between the firstpiston and the first engine valve.
 21. The engine of claim 20, whereinthe connecting member is a connecting disc.
 22. The engine of claim 20,wherein the biasing member is a wave spring.
 23. The engine of claim 20,wherein the first piston includes a magnetic member and a portion of thetorodial piston chamber is overlapped with a wire wherein a current isinduced due to the movement of the first piston relative to the wire.24. A method of operating an engine, comprising the steps of: providingan orbital engine having a first piston which orbit through a torodialpiston chamber and a first rotatable engine valve which moves between anopen position wherein an opening of the first rotatable engine valvealigns with the torodial piston chamber and a closed position wherein atab of the first rotatable engine valve aligns with the torodial pistonchamber; aligning the opening of the first rotatable engine valve withthe torodial piston chamber; passing the first piston through theopening; and aligning the opening of the first rotatable engine valvewith an air inlet to provide pressurized air to an area of torodialpiston chamber behind the first piston.
 25. The method of claim 24,further comprising the steps of: aligning the tab with the torodialpiston chamber to form an ignition chamber area between the first pistonand the first engine valve; and igniting a fuel mixture in the ignitionchamber area, the fuel mixture being first positioned in the torodialpiston chamber in the ignition chamber area.